US20200224567A1 - Process consisting in cooling at least one component, such as a sensor, arranged within a compartment of an exhaust after treatment system of a vehicle - Google Patents
Process consisting in cooling at least one component, such as a sensor, arranged within a compartment of an exhaust after treatment system of a vehicle Download PDFInfo
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- US20200224567A1 US20200224567A1 US16/638,577 US201716638577A US2020224567A1 US 20200224567 A1 US20200224567 A1 US 20200224567A1 US 201716638577 A US201716638577 A US 201716638577A US 2020224567 A1 US2020224567 A1 US 2020224567A1
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- component
- exhaust
- cooled
- treatment system
- cooling
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- 238000001816 cooling Methods 0.000 title claims abstract description 40
- 238000000034 method Methods 0.000 title claims abstract description 26
- 230000008569 process Effects 0.000 title claims abstract description 26
- 230000008929 regeneration Effects 0.000 claims abstract description 47
- 238000011069 regeneration method Methods 0.000 claims abstract description 47
- 238000007664 blowing Methods 0.000 claims abstract description 6
- 239000000446 fuel Substances 0.000 claims description 5
- 230000001681 protective effect Effects 0.000 claims description 4
- 239000004071 soot Substances 0.000 description 12
- 239000007789 gas Substances 0.000 description 8
- 239000003054 catalyst Substances 0.000 description 5
- 230000003647 oxidation Effects 0.000 description 4
- 238000007254 oxidation reaction Methods 0.000 description 4
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 3
- 239000003638 chemical reducing agent Substances 0.000 description 3
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 2
- 230000008901 benefit Effects 0.000 description 2
- 229910052799 carbon Inorganic materials 0.000 description 2
- 229910002092 carbon dioxide Inorganic materials 0.000 description 2
- 230000003197 catalytic effect Effects 0.000 description 2
- 238000010531 catalytic reduction reaction Methods 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 238000002347 injection Methods 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 230000004913 activation Effects 0.000 description 1
- 239000001569 carbon dioxide Substances 0.000 description 1
- 239000000919 ceramic Substances 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000004140 cleaning Methods 0.000 description 1
- 150000001875 compounds Chemical class 0.000 description 1
- 239000000470 constituent Substances 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 239000013618 particulate matter Substances 0.000 description 1
- 239000011343 solid material Substances 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Chemical compound O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
- F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
- F01N3/0253—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/05—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of air, e.g. by mixing exhaust with air
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N9/00—Electrical control of exhaust gas treating apparatus
- F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2260/00—Exhaust treating devices having provisions not otherwise provided for
- F01N2260/02—Exhaust treating devices having provisions not otherwise provided for for cooling the device
- F01N2260/022—Exhaust treating devices having provisions not otherwise provided for for cooling the device using air
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2590/00—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines
- F01N2590/08—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines for heavy duty applications, e.g. trucks, buses, tractors, locomotives
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2610/00—Adding substances to exhaust gases
- F01N2610/03—Adding substances to exhaust gases the substance being hydrocarbons, e.g. engine fuel
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention concerns a process consisting in cooling at least one component, such as a sensor, arranged within a compartment of an exhaust after treatment system of a vehicle, in particular of a diesel vehicle.
- Soot is a visible exhaust that is made up of unburned fuel, carbon, and other solid material.
- EATS Exhaust After Treatment System
- DPF Diesel Particulate Filter
- Regeneration is an oxidation process that uses heat to remove the soot from the filter.
- the carbon contained in the filter residues ignite only at a relatively high temperature, which is approximately of 550° C., if there is no catalytic support. Such temperature is only reached when the engine is hot, typically when the engine speed is high.
- Passive regeneration occurs naturally under steady driving, when the engine achieves the required operating temperature. Under normal highway driving, passive regeneration takes place as the catalyst in the DPF heats up enough to oxidize the soot and turn it into CO 2 . The process is continual: so, whenever the vehicle reaches its operating temperature, the DPF will begin passive regeneration.
- Active regeneration consists in introducing a small amount of fuel into the exhaust stream between the turbocharger and the DPF. When the fuel makes contact with the catalyst on the DPF, it generates intense heat, approximately of 600° C., that oxidizes any remaining soot on the ceramic filter.
- the advantage of active regeneration is that it can be performed under all operating conditions of the engine, and in particular when the vehicle is parked or running at low speed, i.e. when the engine is not sufficiently hot to enable the burning of the accumulated filter residues. With this respect, one speaks of “parked regeneration” and of “moving regeneration at low vehicle speed”.
- the exhaust after treatment system compartment becomes very warm, especially when performing parked regeneration or regeneration at low engine speed.
- This intense heat impacts the most sensible parts of the system, such as the sensors, that are confined under the heat shields of the EATS. Accordingly, the lifetime of these sensible parts is relatively limited.
- the idea is then to equip the EATS with a cooling system for cooling the sensible parts and increasing their lifetime.
- US 2013/0014496 discloses a cooling system for an EATS.
- the EATS includes a Selective Catalytic Reduction (SCR) system, pre-SCR components, post-SCR components and an exhaust pipe.
- the pre-SCR and post-SCR include devices such as regeneration devices, heat sources, oxidation catalysts, diesel oxidation catalysts, diesel particulate filters, etc.
- the cooling system comprises a fan for generating a cooling air flow and an air conduit that is connected to the fan and that is configured to provide the cooling airflow to the EATS. More precisely, in one embodiment, the air conduit surrounds a reductant line of the EATS, while, in another embodiment, the air conduit delivers the cooling airflow to a valve provided on the reductant line.
- the purpose in this document is to cool down the exhaust stream coming from the engine, and not the particular components of the EATS, such as the pre-SCR components and post-SCR components
- US 2013/0291523 also relates to a SCR system that employ a liquid reductant, referred to Diesel Emission Fluid (DEF), by injecting the DEF into the exhaust stream upstream of the catalytic converter. More specifically, the purpose in this document is to protect the electrical components used to control the DEF injections, such as the injector(s), from the ambient temperatures, which can be as high as 180° C. To this end, US 2013/0291523 teaches to use a fan and an air duct having a first end directed towards the fan and a second end directed at the electrically activated injector. Also, one may install a heat shield between the electrical components used to control the DEF injections and the hot part of the EATS.
- DEF Diesel Emission Fluid
- US 2014/0360161 discloses a cooling system for an after-treatment module mounted within an enclosure.
- the cooling system includes a source of forced air, typically a fan, a first air duct configured to direct a portion of the fresh air generated by the fan towards a first component of the after-treatment module, including electronic circuitry mounted atop a Diesel Oxidation Catalyst (DOC) and Diesel Particulate Filter (DPF) system, and a second air duct configured to direct the remaining portion of fresh air towards a second component of the EATS, such as a DEF injector.
- DOC Diesel Oxidation Catalyst
- DPF Diesel Particulate Filter
- the invention intends to particularly remedy, by proposing a new cooling process that can be operated during active regeneration periods.
- the invention concerns a process according to claim 1 .
- the process of cooling is performed in a more targeted way, to protect in priority the most sensible parts of the EATS. Accordingly, the lifetime of most sensible parts of the EATS, such as the sensors, is increased and less maintenance is required.
- the purpose of the process is not to cool down the exhaust pipes or exhaust gases, but to cool sensitive parts near the exhaust channels. Indeed, the exhaust gases temperature must stand very high for the depollution efficiency (regeneration). The difficulty here was to develop a solution to cool a very small area, without cooling the neighbouring part, which must be maintain at high temperature for the depollution.
- the invention also concerns an exhaust after treatment system according to claim 8 .
- the invention also concerns a vehicle according to claim 16 .
- FIG. 1 is a side view of a heavy-duty vehicle, in particular a tractor truck,
- FIG. 2 is a perspective schematic view representing a thermal engine of the vehicle of FIG. 1 , together with a first embodiment of an exhaust after treatment system according to the invention.
- FIG. 3 is a perspective schematic view representing the thermal engine of the vehicle of FIG. 1 , together with a second embodiment of an exhaust after treatment system according to the invention.
- FIG. 1 represents, in side view, a vehicle which is, in the example, a tractor truck 1 .
- the vehicle may be different from a tractor truck.
- the vehicle may be a light-duty vehicle, a utility vehicle, an autonomous vehicle, a bus, etc.
- the tractor truck 1 includes an Internal Combustion Engine (ICE) 2 , preferably a diesel engine, and an Exhaust After Treatment System (EATS) 5 for collecting the exhaust gases of the engine 2 through an exhaust pipe 4 .
- the EATS 5 includes a compartment 6 encasing, among others, a Selective Catalytic Reduction (SCR) system 7 and a Diesel Particulate Filter (DPF) 8 for removing unburned particulates of soot from the exhaust gas.
- the compartment 6 is a rectangular box encasing all of the components of the EATS 5 .
- Compartment 6 acts as a heat protective shield, i.e. enables confining the intense heat inside during regeneration periods, in particular during active regeneration periods.
- the temperature inside compartment 6 is very high.
- temperature is often between 550° C. and 650° C.
- some components of the EATS 5 are sensitive to elevated temperatures. This is in particular the case of actuators or sensors, such as the ones used to measure temperature, NOx level or pressure. It is therefore necessary to protect such components from intense heat that is produced during active regeneration periods of the DPF 8 .
- One sensitive component 10 such as a sensor, is represented on FIG. 2 .
- active regeneration consists in introducing a small amount of fuel into the exhaust pipe 4 , i.e. into an exhaust stream of the vehicle engine, upstream of the particulate filter(s) 8 .
- Active regeneration can be initiated at any time, in particular when the vehicle is parked or moving at low speed.
- the EATS 5 comprises a cooling system 11 .
- the cooling system 11 includes an air nozzle 12 for each component to be cooled.
- the air nozzle 12 is oriented towards the component 10 so as to orient the air jet directly onto the component 10 .
- Each air nozzle 12 is connected through an air pipe 14 to a source of compressed air 18 , such as an air tank.
- the air nozzle 12 forms a first end of pipe 14 .
- the source of compressed air 18 may be common to other air consuming devices of the vehicle, such as the brakes, the suspensions, etc.
- the cooling system 11 further includes a valve 16 for controlling the air flow inside the pipe 14 .
- the valve 16 is in an open configuration during active regeneration periods of the DPF 8 and in a closed configuration the rest of the time. In open configuration, air is blown through the nozzle 12 in direction of component 10 , while in closed configuration, no air is blown. Accordingly, in this particular example, cooling takes place only during active regeneration periods. The rest of the time, including passive regeneration periods, the cooling system 11 is not activated.
- valve 16 is an electrovalve, meaning that it is electronically controlled.
- the valve 16 is a proportional valve, meaning that the flowrate of blown air can be adjusted during all of the period of active regeneration.
- a proportional valve By the use of a proportional valve, it is possible to adjust the flowrate between 0% and 100% of a maximum flowrate.
- the flowrate can be adjusted by the controller 20 to any percentage of the maximum flowrate. Accordingly, the flowrate of fresh air blown in direction of the component to be cooled 10 can be adjusted. This enables adjusting the flowrate of blown air depending on the pressure level of air inside the air tank.
- the flowrate of blown air may decrease proportionally with the pressure in the air tank, meaning that the flowrate is preferably higher when the air tank is full.
- the pressure in the air tank 18 is permanently maintained by an air compressor between 8 and 12 bar, there is no substantial change in the flowrate.
- FIG. 3 represents an alternative embodiment, wherein the cooling system 11 includes a vent pipe 22 for each component to be cooled, in particular one air pipe 22 for the component 10 .
- a first end 23 of the vent pipe 22 is located close to component 10
- a second end (not shown) of the vent pipe 22 is connected to a suction device 24 , such as a fan (or fan module).
- the process then consists, instead of blowing fresh air, in extracting hot air present at the vicinity of the component to be cooled 10 .
- the flow of extracted air is represented by arrow F1.
- cooling takes place as long as the vehicle engine is on.
- the suction device 24 may also be controlled to function only during active regeneration periods of the DPF 8 .
- a controller such an electronic control unit, is provided for controlling the activation of the suction device 24 .
- a controller such an electronic control unit, may also be provided for controlling the suction force generated by the suction device 24 .
- the cooling system may include a speed controller (not represented) for controlling the rotation speed of the fan. This enables controlling the flowrate of hot air extracted at the vicinity of each component to be cooled and provides the advantage of adjusting the flowrate depending on the cooling needs reflected by the measures taken by the different sensors located in the EATS, or depending on the cooling system efficiency needs.
- valve e.g. an electrovalve or a butterfly valve placed anywhere on the vent pipe 22 in between the first end 23 and the second end connected to the suction device 24 .
- An embodiment could also combine the use of a valve within the vent pipe 22 and the use of a speed controller.
- the cooling system 11 of FIG. 2 or 3 is activated during active regeneration of the particulate filter 8 arranged within the exhaust after treatment system compartment 6 .
- the cooling system 11 includes a pipe 14 for blowing fresh air on the component to be cooled 10
- cooling system 11 includes a pipe 22 for extracting hot air present at the vicinity of the component to be cooled. Accordingly, only the component(s) 10 to be cooled is or are refreshed during active regeneration periods. This means that the other components, including the DPF 8 , are not cooled. In other words, the component(s) 10 is (or are) protected as a priority against high temperatures during active regeneration periods. This is particularly advantageous because the DPF 8 must remain hot in order not to inhibit the regeneration.
- the process may consist in cooling two or more distinct components of the compartment 6 .
- one air nozzle is provided for each component to be cooled, each air nozzle being oriented towards a respective component to be cooled.
- one vent pipe is provided for each component to be cooled, a first end of each vent pipe being located close to a respective component to be cooled.
- At least one component to be cooled 10 is encased in a protective housing arranged within the exhaust after treatment system compartment 6 .
- the end 12 of pipe 14 or the end 23 of pipe 22 enters in the protective housing provided around the component to be cooled.
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- General Engineering & Computer Science (AREA)
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Abstract
Description
- The present invention concerns a process consisting in cooling at least one component, such as a sensor, arranged within a compartment of an exhaust after treatment system of a vehicle, in particular of a diesel vehicle.
- It is known that, in diesel exhaust, the two compounds that have the most impact on the environment are NOx and particulate matter, which is more commonly called “Soot”. Soot is a visible exhaust that is made up of unburned fuel, carbon, and other solid material.
- To reduce the harmful emissions from internal combustion engines, it is known to equip the diesel engines with an Exhaust After Treatment System (EATS) placed in the exhaust gas path to process legislated exhaust gas constituents. Such system includes a compartment encasing a Diesel Particulate Filter (DPF) which removes unburned particulates of soot from the exhaust gas. Accordingly, instead of exhausting soot into the atmosphere, the DPF traps the soot, and then uses heat to oxidize it. The soot is periodically regenerated into clean, carbon dioxide gas and water vapor. Periodically, the soot that has built up along the channel walls of the DPF must be removed. This process, which brings to mind self-cleaning ovens, is called “regeneration”. Regeneration is an oxidation process that uses heat to remove the soot from the filter. The carbon contained in the filter residues ignite only at a relatively high temperature, which is approximately of 550° C., if there is no catalytic support. Such temperature is only reached when the engine is hot, typically when the engine speed is high.
- Two types of regeneration process can be distinguished: passive regeneration and active regeneration. Passive regeneration occurs naturally under steady driving, when the engine achieves the required operating temperature. Under normal highway driving, passive regeneration takes place as the catalyst in the DPF heats up enough to oxidize the soot and turn it into CO2. The process is continual: so, whenever the vehicle reaches its operating temperature, the DPF will begin passive regeneration.
- Over time, passive regeneration is not enough to prevent soot from building up in the DPF. This is where active regeneration comes in. Active regeneration consists in introducing a small amount of fuel into the exhaust stream between the turbocharger and the DPF. When the fuel makes contact with the catalyst on the DPF, it generates intense heat, approximately of 600° C., that oxidizes any remaining soot on the ceramic filter. The advantage of active regeneration is that it can be performed under all operating conditions of the engine, and in particular when the vehicle is parked or running at low speed, i.e. when the engine is not sufficiently hot to enable the burning of the accumulated filter residues. With this respect, one speaks of “parked regeneration” and of “moving regeneration at low vehicle speed”.
- Therefore, the exhaust after treatment system compartment becomes very warm, especially when performing parked regeneration or regeneration at low engine speed. This intense heat impacts the most sensible parts of the system, such as the sensors, that are confined under the heat shields of the EATS. Accordingly, the lifetime of these sensible parts is relatively limited.
- The idea is then to equip the EATS with a cooling system for cooling the sensible parts and increasing their lifetime.
- With this respect, US 2013/0014496 discloses a cooling system for an EATS. The EATS includes a Selective Catalytic Reduction (SCR) system, pre-SCR components, post-SCR components and an exhaust pipe. The pre-SCR and post-SCR include devices such as regeneration devices, heat sources, oxidation catalysts, diesel oxidation catalysts, diesel particulate filters, etc. The cooling system comprises a fan for generating a cooling air flow and an air conduit that is connected to the fan and that is configured to provide the cooling airflow to the EATS. More precisely, in one embodiment, the air conduit surrounds a reductant line of the EATS, while, in another embodiment, the air conduit delivers the cooling airflow to a valve provided on the reductant line.
- The purpose in this document is to cool down the exhaust stream coming from the engine, and not the particular components of the EATS, such as the pre-SCR components and post-SCR components
- US 2013/0291523 also relates to a SCR system that employ a liquid reductant, referred to Diesel Emission Fluid (DEF), by injecting the DEF into the exhaust stream upstream of the catalytic converter. More specifically, the purpose in this document is to protect the electrical components used to control the DEF injections, such as the injector(s), from the ambient temperatures, which can be as high as 180° C. To this end, US 2013/0291523 teaches to use a fan and an air duct having a first end directed towards the fan and a second end directed at the electrically activated injector. Also, one may install a heat shield between the electrical components used to control the DEF injections and the hot part of the EATS.
- US 2014/0360161 discloses a cooling system for an after-treatment module mounted within an enclosure. The cooling system includes a source of forced air, typically a fan, a first air duct configured to direct a portion of the fresh air generated by the fan towards a first component of the after-treatment module, including electronic circuitry mounted atop a Diesel Oxidation Catalyst (DOC) and Diesel Particulate Filter (DPF) system, and a second air duct configured to direct the remaining portion of fresh air towards a second component of the EATS, such as a DEF injector. One drawback is that the construction of the cooling system is such that other components of the EATS are cooled by the blown fresh air, and in particular components that shall remain hot to ensure the regeneration function. Accordingly, cooling cannot be performed during regeneration periods.
- It is to these drawbacks that the invention intends to particularly remedy, by proposing a new cooling process that can be operated during active regeneration periods.
- To this end, the invention concerns a process according to
claim 1. - Thanks to the invention, only the component(s) of the EATS that needs to be protected from the intense heat generated within EATS compartment are cooled, the other components, such as the particulate filters, remain hot to ensure that regeneration is properly conducted. In other words, the process of cooling is performed in a more targeted way, to protect in priority the most sensible parts of the EATS. Accordingly, the lifetime of most sensible parts of the EATS, such as the sensors, is increased and less maintenance is required. The purpose of the process is not to cool down the exhaust pipes or exhaust gases, but to cool sensitive parts near the exhaust channels. Indeed, the exhaust gases temperature must stand very high for the depollution efficiency (regeneration). The difficulty here was to develop a solution to cool a very small area, without cooling the neighbouring part, which must be maintain at high temperature for the depollution.
- Further aspects of the process, which are advantageous, but not compulsory, are defined in the
claims 2 to 7. - The invention also concerns an exhaust after treatment system according to
claim 8. - Further aspects of the system, which are advantageous, but not compulsory, are defined in the claims 9 to 15.
- The invention also concerns a vehicle according to
claim 16. - The invention will be better understood from reading the following description, given solely by way of two non-limiting examples and with reference to the appended drawings, which are schematic depictions, in which:
-
FIG. 1 is a side view of a heavy-duty vehicle, in particular a tractor truck, -
FIG. 2 is a perspective schematic view representing a thermal engine of the vehicle ofFIG. 1 , together with a first embodiment of an exhaust after treatment system according to the invention; and -
FIG. 3 is a perspective schematic view representing the thermal engine of the vehicle ofFIG. 1 , together with a second embodiment of an exhaust after treatment system according to the invention. -
FIG. 1 represents, in side view, a vehicle which is, in the example, atractor truck 1. However, in a non-represented alternative embodiment, the vehicle may be different from a tractor truck. For instance, the vehicle may be a light-duty vehicle, a utility vehicle, an autonomous vehicle, a bus, etc. - The
tractor truck 1 includes an Internal Combustion Engine (ICE) 2, preferably a diesel engine, and an Exhaust After Treatment System (EATS) 5 for collecting the exhaust gases of theengine 2 through anexhaust pipe 4. The EATS 5 includes acompartment 6 encasing, among others, a Selective Catalytic Reduction (SCR) system 7 and a Diesel Particulate Filter (DPF) 8 for removing unburned particulates of soot from the exhaust gas. In the example, thecompartment 6 is a rectangular box encasing all of the components of the EATS 5.Compartment 6 acts as a heat protective shield, i.e. enables confining the intense heat inside during regeneration periods, in particular during active regeneration periods. - During regeneration of the
DPF 8, and in particular during active regeneration periods, the temperature insidecompartment 6 is very high. Typically, in the DPF, temperature is often between 550° C. and 650° C. However, some components of the EATS 5 are sensitive to elevated temperatures. This is in particular the case of actuators or sensors, such as the ones used to measure temperature, NOx level or pressure. It is therefore necessary to protect such components from intense heat that is produced during active regeneration periods of theDPF 8. Onesensitive component 10, such as a sensor, is represented onFIG. 2 . - As a reminder, active regeneration consists in introducing a small amount of fuel into the
exhaust pipe 4, i.e. into an exhaust stream of the vehicle engine, upstream of the particulate filter(s) 8. Active regeneration can be initiated at any time, in particular when the vehicle is parked or moving at low speed. - In order to protect
component 10 from intense heat during active regeneration, theEATS 5 comprises acooling system 11. In the embodiment ofFIG. 2 , thecooling system 11 includes anair nozzle 12 for each component to be cooled. Theair nozzle 12 is oriented towards thecomponent 10 so as to orient the air jet directly onto thecomponent 10. Eachair nozzle 12 is connected through anair pipe 14 to a source ofcompressed air 18, such as an air tank. Theair nozzle 12 forms a first end ofpipe 14. - Advantageously, the source of
compressed air 18 may be common to other air consuming devices of the vehicle, such as the brakes, the suspensions, etc. - Preferably, the
cooling system 11 further includes avalve 16 for controlling the air flow inside thepipe 14. Typically, thevalve 16 is in an open configuration during active regeneration periods of theDPF 8 and in a closed configuration the rest of the time. In open configuration, air is blown through thenozzle 12 in direction ofcomponent 10, while in closed configuration, no air is blown. Accordingly, in this particular example, cooling takes place only during active regeneration periods. The rest of the time, including passive regeneration periods, thecooling system 11 is not activated. - Advantageously, a
controller 20 is provided for controlling the opening/closing of thevalve 16. In the example,valve 16 is an electrovalve, meaning that it is electronically controlled. - Preferably, the
valve 16 is a proportional valve, meaning that the flowrate of blown air can be adjusted during all of the period of active regeneration. By the use of a proportional valve, it is possible to adjust the flowrate between 0% and 100% of a maximum flowrate. Typically, the flowrate can be adjusted by thecontroller 20 to any percentage of the maximum flowrate. Accordingly, the flowrate of fresh air blown in direction of the component to be cooled 10 can be adjusted. This enables adjusting the flowrate of blown air depending on the pressure level of air inside the air tank. Typically, the flowrate of blown air may decrease proportionally with the pressure in the air tank, meaning that the flowrate is preferably higher when the air tank is full. However, as the pressure in theair tank 18 is permanently maintained by an air compressor between 8 and 12 bar, there is no substantial change in the flowrate. -
FIG. 3 represents an alternative embodiment, wherein thecooling system 11 includes avent pipe 22 for each component to be cooled, in particular oneair pipe 22 for thecomponent 10. Advantageously, afirst end 23 of thevent pipe 22 is located close tocomponent 10, while a second end (not shown) of thevent pipe 22 is connected to asuction device 24, such as a fan (or fan module). The process then consists, instead of blowing fresh air, in extracting hot air present at the vicinity of the component to be cooled 10. OnFIG. 3 , the flow of extracted air is represented by arrow F1. - In this particular embodiment, cooling takes place as long as the vehicle engine is on. Alternatively, in an alternative embodiment that is not shown, the
suction device 24 may also be controlled to function only during active regeneration periods of theDPF 8. In this particular embodiment, a controller, such an electronic control unit, is provided for controlling the activation of thesuction device 24. - In another non-represented alternative embodiment, a controller, such an electronic control unit, may also be provided for controlling the suction force generated by the
suction device 24. In particular, the cooling system may include a speed controller (not represented) for controlling the rotation speed of the fan. This enables controlling the flowrate of hot air extracted at the vicinity of each component to be cooled and provides the advantage of adjusting the flowrate depending on the cooling needs reflected by the measures taken by the different sensors located in the EATS, or depending on the cooling system efficiency needs. - Another embodiment that could enable to adjust the flowrate is the use of a valve (e.g. an electrovalve or a butterfly valve) placed anywhere on the
vent pipe 22 in between thefirst end 23 and the second end connected to thesuction device 24. - An embodiment could also combine the use of a valve within the
vent pipe 22 and the use of a speed controller. - Unlike from what is taught in prior art, the
cooling system 11 ofFIG. 2 or 3 is activated during active regeneration of theparticulate filter 8 arranged within the exhaust aftertreatment system compartment 6. In the embodiment ofFIG. 2 , thecooling system 11 includes apipe 14 for blowing fresh air on the component to be cooled 10, while in the embodiment ofFIG. 3 ,cooling system 11 includes apipe 22 for extracting hot air present at the vicinity of the component to be cooled. Accordingly, only the component(s) 10 to be cooled is or are refreshed during active regeneration periods. This means that the other components, including theDPF 8, are not cooled. In other words, the component(s) 10 is (or are) protected as a priority against high temperatures during active regeneration periods. This is particularly advantageous because theDPF 8 must remain hot in order not to inhibit the regeneration. - In the two depicted embodiments, only one
component 10 is cooled during regeneration periods. However, in a non-represented alternative embodiment, the process may consist in cooling two or more distinct components of thecompartment 6. In such configuration, one air nozzle is provided for each component to be cooled, each air nozzle being oriented towards a respective component to be cooled. Alternatively, one vent pipe is provided for each component to be cooled, a first end of each vent pipe being located close to a respective component to be cooled. - In another non-represented alternative embodiment, at least one component to be cooled 10, preferably each component to be cooled, is encased in a protective housing arranged within the exhaust after
treatment system compartment 6. In this particular embodiment, theend 12 ofpipe 14 or theend 23 ofpipe 22 enters in the protective housing provided around the component to be cooled. - The features of the two depicted embodiments and of non-represented alternative embodiments can be combined together to generate new embodiments of the invention.
Claims (16)
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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PCT/EP2017/075074 WO2019068313A1 (en) | 2017-10-03 | 2017-10-03 | Process consisting in cooling at least one component, such as a sensor, arranged within a compartment of an exhaust after treatment system of a vehicle |
Publications (2)
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US20200224567A1 true US20200224567A1 (en) | 2020-07-16 |
US12055082B2 US12055082B2 (en) | 2024-08-06 |
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US16/638,577 Active US12055082B2 (en) | 2017-10-03 | 2017-10-03 | Process consisting in cooling at least one component, such as a sensor, arranged within a compartment of an exhaust after treatment system of a vehicle |
Country Status (4)
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US (1) | US12055082B2 (en) |
EP (1) | EP3692250A1 (en) |
CN (1) | CN111373128A (en) |
WO (1) | WO2019068313A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
IT202200014665A1 (en) * | 2022-07-12 | 2024-01-12 | Cnh Ind Italia Spa | System comprising an exhaust gas post-treatment device and a fire prevention device and vehicle comprising the system |
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Also Published As
Publication number | Publication date |
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WO2019068313A1 (en) | 2019-04-11 |
CN111373128A (en) | 2020-07-03 |
EP3692250A1 (en) | 2020-08-12 |
US12055082B2 (en) | 2024-08-06 |
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